Brakes

Purpose of a Brake
When a vehicle is accelerated, energy supplied by the
engine causes the vehicle speed to increase.
Some of this energy is instantly used up in overcoming
frictional and tractive resistances, but a large amount
remains stored in the vehicle as kinetic energy (can be seen
in neutral).
The vehicle does not immediately come to rest; instead, it
travels for a considerable distance before it becomes
stationary.
In this case, the stored energy is slowly being converted
and used to drive the vehicle against the resistances that
oppose the vehicle motion, which is not feasible.
So an additional resistance, called a brake, is needed to
convert the energy at a faster rate. The purpose of a brake
is to convert kinetic energy to heat energy.

Purpose of a Brake
The speed of the energy conversion controls the rate of
retardation of a vehicle (i.e. its rate of deceleration).
Heat generation at the brake is obtained by rubbing a fixed
pad or shoe against a rotating object driven by the motion
of the vehicle.

Stopping Distance and Tyre Adhesion

The strength of the force pressing a shoe against a wheel
governs the resistance to rotation of a road wheel.
During this operation the road surface has to drive the
wheel around.
The limit of this driving force is reached when the
resistance of the brake equals the maximum frictional force
that is produced between the tyre and road.
The latter is called the adhesive force and can be calculated
from the expression:
Adhesive force = Load on wheel x Coefficient of friction

Stopping Distance and Tyre Adhesion

When the limit is reached, the wheel starts to skid.
So extra force on the brake shoe will not produce any
increase in the rate of vehicle slows down, no matter how
good the braking system.

This situation is apparent when a vehicle is braked on a

slippery surface: slight pressure on the brake soon locks up
the wheel and very poor braking results.
Road adhesion is affected by: type of road surface,
condition of surface (wet, dry, icy, greasy), design of tyre
tread, composition of tread material and depth of tread.

Types of Brakes System

With respect to method of braking contact
Internal expanding brakes
Drum brakes

External contracting brakes

Disc Brakes
Band Brakes

With respect to mechanism

Mechanical brakes
Power brakes

With respect to application

Foot Brake
Hand Brake

Types of Brakes System

With respect to number of wheels
Two wheel brake
Four wheel brake

With respect to method of applying braking force

Single acting
Double acting

With respect to nature of power employed

Vacuum brakes
Pneumatic brakes
Hydraulic brakes
Electric brakes
Magnetic brakes

Types - Method of Braking Contact

(Drum Brakes)
Drum Brake
This internal expanding type of brake uses two shoes that
are attached to a back-plate, which is fixed to stub axle or
axle tube.
Each shoe has a T section and a friction lining is riveted or
bonded to the outer face of the shoe.
At one end of the shoe is a device for expanding the shoe
when the brake pedal is depressed.
In a simple brake, a cam is used as a shoe expander, but
modern cars hydraulically operated pistons is used.
A shoe anchor is rigidly attached to the back-plate, takes
the form of a large pin that passes through the shoes (act
as pivot).

Types - Method of Braking Contact

(Drum Brakes)

Types - Method of Braking Contact

(Drum Brakes)
Simple arrangements of springs are used to pull the
brake shoes return the shoes to the off position after
the brake has been applied.
The inner cylindrical surface of the cast iron drum is
ground to give a smooth surface on to which the brake
linings can rub.
Drums should be exposed to good flow of air to
dissipate the heat.
Some form of adjuster is provided at each brake to take
up excessive clearance due to wear of the friction
facing.

Types - Method of Braking Contact

(Drum Brakes)
Types of shoe mountings Sliding and Pinned
The end of each shoe locates at a fixed point on the brake
back plate can be mounted in two ways:
- Sliding - In the sliding (or floating) shoe type the end of the
shoe has a radius, which can roll or slide on a flat surface. It
is held against the surface by the shoe return springs.
- Pinned - In the pinned shoe type the shoe pivots about a
post mounted on the back plate.

- Sliding shoes give a degree of self-alignment so the linings

can be efficiently held against drum with minimum wear.

Types - Method da
of Braking Contact
(Drum Brakes)

Sliding

Pinned

Types - Method of Braking Contact

(Drum Brakes)
Leading and trailing shoes
(Pinned)
Which shoe is ahead of its
pivot point, is called leading
shoe.
Similarly the shoe trails
behind its pivot point and is
called a trailing shoe.

There is an important
difference in the way leading
and trailing shoes act under
braking.

Types - Method of Braking Contact

(Drum Brakes)
One key advantage of the
drum brake (pinned) system
over other systems is that it
provides a self-servo action.
When the force is applied on
leading shoe. Notice that the
frictional drag force has a
moment about the pivot point.
This increases the input load
and hence increases the drag.
In other words, there is a selfservo action, which increases
the braking effect.

Types - Method of Braking Contact

(Drum Brakes)
But when force is applied on
trailing shoe. The moment of
the frictional drag force about
the pivot point opposes the
input load, thereby reducing
the drag and the braking effect.

For many years, vehicle

manufacturers used drum
brakes as the main braking
system on both front and rear
axles because of their simplicity
and low manufacturing costs.
To take more advantage this
problem some modifications
were came into picture.

Types - Method of Braking Contact

Drum Brakes - Duo-Servo Brake (Sliding)
This system is often called a self-energizing brake, which is
very powerful brake.
The operating principle is based on the use of drum energy
to considerably boost the force applied by the driver.
When the leading shoe is pushed out into contact with the
forward-moving drum, the frictional force causes it to
rotate partially with the drum.
The shoe movement produced by this self-wrapping action
is transmitted through a floating adjuster to the trailing
shoe, which brings the shoe into contact with the drum.
So by this way now rotation of drum helps the brake
application for both shoes irrespective to leading and
trailing shoe arrangement.

Types - Method of Braking Contact

Drum Brakes - Duo-Servo Brake (Sliding)
To minimize the delay
before the self-energizing
assistance comes into
action, the trailing shoe is
held on the anchor pin by
a stronger return spring,
by this means expander
only moves the leading
shoe.
In this case only, the
leading shoe is called the
primary shoe, because
the shoe is made to
contact the drum before
the secondary shoe.

Types - Method of Braking Contact

Drum Brakes - Twin leading shoe brake (2LS)
Before the universal adoption of the disc for front brakes,
the 2LS was commonly used.
Each shoe had its own expander, which is positioned so that
both shoes were subject to a self-servo action.

An interlinking pipe behind the back-plate provided an

equal hydraulic pressure to each single-acting cylinder.
The cylinder housings acted as a shoe anchor for the
floating shoes, so the cylinders were rigidly attached to the
back-plate.

Types - Method of Braking Contact

Drum Brakes - Twin leading shoe brake (2LS)
Self Energizing action

Types - Method of Braking Contact

Drum Brakes - Twin leading shoe brake (2LS)

Types - Method of Braking Contact

Drum Brakes - Twin leading shoe brake (2LS)
Compared with a leading and trailing shoe brake, the 2LS
type had the following advantages:
1. Equal self-servo there were two effective shoes so a
more powerful, stable brake was obtained.

2. Even lining wear because both shoes did an equal

amount of work, a longer life was achieved,
3. Greater resistance to fade less reliance was placed on
one shoe to do the major share of the braking, so the selfservo action on this shoe could be reduced. This resulted
in a more progressive brake and as a result, it was less
sensitive to heat.

Types - Method of Braking Contact

Drum Brakes - Twin leading shoe brake (2LS)
One disadvantage of the 2LS type showed up during
reversing, because both shoes became trailing shoes when
the car travelled backwards.

Types - Method of Braking Contact

Drum Brakes Wheel Cylinder
A shoe-type brake assembly uses two single-acting type
wheel cylinders to expand the shoes in a twin leading shoe
brake and a double-acting type for a leading and trailing
shoe brake.
Wheel cylinders are fitted with a valve at the highest part
to allow air to be bleed from the system.

Types - Method of Braking Contact

(Drum Brakes)
A major disadvantage of the drum brake operation is brake
fade.
This condition occurs when the temperature between the
two friction linings increases so much during braking that it
causes a reduction in the braking performance.

This condition normally arises when the vehicle is driven for

long periods and the brakes have been used regularly or on
downhill movement.
The driver then has to apply greater pressure to the brake
pedal to try to obtain the same braking efficiency.
This is because in drum brakes the heated regions are
shrouded by metal hence poor heat dissipation.

Types - Method of Braking Contact

(Disc Brakes)
The disc brake was developed to
minimize the fade problem seen in
drum brakes.
They consist of an exposed disc, which
is attached to the hub flange and the
two friction pads are pressed on to this
disc to give a braking action.
The pads are moved by hydraulic
pistons working in cylinders formed in a
calliper that is secured to a fixed part of
the axle.

Types - Method of Braking Contact

(Disc Brakes)
When hydraulic pressure is
applied to the two cylinders
held in the calliper, the pistons
move; this action forces the
friction pads into contact with
the rotating disc that is often
made from cast iron or other
materials, such as carbon or
ceramic on high performance
vehicles.
The sandwiching action of the
pads on the disc gives a
retarding action and heat
generated from the energy of
motion is conducted to the
disc.

Types - Method of Braking Contact

(Disc Brakes)
As a large part of the disc is exposed
to the air, heat is easily radiated, this
enable the brake to be used
continuously for long periods
without serious fade occurs.
Hence this type of brake is not so
sensitive to heat build-up.

Types - Method of Braking Contact

(Disc Brakes)
Different types of callipers
- Two-piston calliper each shoe have individual piston.

- Four-piston calliper each shoe have

2 pistons

- Single piston calliper single piston used.

Types - Method of Braking Contact

(Disc Brakes)
The limited road wheel-to-disc clearance on vehicles
with a steering geometry based on the negative offset
(negative scrub radius) principle is often insufficient to
accommodate a calliper having two opposed pistons.
In these cases, a single-piston calliper is used.
The piston housing is keyed to the pad housing, which
is bolted to the wheel suspension member.

Hydraulic pressure moves the piston in one direction

and the piston housing in the opposite direction.

Types - Method of Braking Contact

(Disc Brakes)
Brake Disc
Brake discs are generally manufactured from grey cast iron
and come in a number of different diameters.
The discs rotate at the same speed as the road wheels.
Brake discs have two frictional surfaces that the brake pads
grip when brake pedal pressure is applied.

The radiated heat produced is dissipated throughout the

disc frictional surface and housing area.

Types - Method of Braking Contact

(Disc Brakes)
Types of Brake Discs
- Solid disc Used where the less braking force is there. Less
manufacturing cost.

Types - Method of Braking Contact

(Disc Brakes)
- Ventilated Disc

Like solid discs, ventilated discs also

have two frictional surfaces, but
these are separated by an air space.
The frictional surfaces are joined by
fins that are designed to draw cool
air into the centre of the disc when it
is rotating.
This enables the cooling of the disc
when high temperatures are
generated during braking, therefore
preventing brake fade.
Ventilated discs are commonly used
on the front braking system

Types - Method of Braking Contact

(Disc Brakes)
Cross drilled disc

Types - Method of Braking Contact

(Disc Brakes)
Brake Pads

The pad is usually made by bonding a

frictional surface to a steel backing plate.
The brake pads are held in place by a
brake calliper and are arranged in pairs
on each wheel.
The steel backing plates are mounted
into the calliper with the frictional
surface facing the brake disc.

Earlier asbestos is used, but now

cellulose, mineral fibres, aramid,
chopped glass, steel, copper fibres and
ceramics are in use.

Types - Method of Braking Contact

Disc Brakes vs Drum Brakes
1. The disc surface on which heat is generated is directly
exposed to the air, allowing easier dissipation of heat and
giving a greater resistance to fade.
2. Independence of self-servo effect. The non-assisted brake
may require more effort but its action is progressive (i.e.
the brake gives a braking torque proportional to the
applied force).
3. The brake is not so sensitive to friction changes.
4. Self-adjusting linings or pads are used, which are easily
replaced.
5. Pedal travel does not increase as the disc heats up
heating a drum causes expansion that increases pedal
travel.
6. Weight of disc brake arrangements is generally lighter
than drum.

Types With Respect to Mechanism

Mechanical Brakes
This is simplest arrangement also called mechanically
operated braking system.
Four adjustable rods or cables link the brakeshoe operating
levers to a transversely mounted cross-shaft.
The footbrake and handbrake controls are connected to the
cross-shaft by links.
In this system, each brake will receive its share of the brake
pedal force only when the mechanism is balanced (i.e. set
up so that each shoe contacts the drum simultaneously).

If one brake has a much smaller shoe-drum clearance than

the others, all of the drivers force will be directed to that
brake; as a result, the unbalanced braking action will cause
the vehicle to pull violently to that side.

Types With Respect to Mechanism

Mechanical Brakes

Types With Respect to Mechanism

Hydraulic Brakes
Single-line hydraulic layout used to operate a drum and disc
brake system.
When the driver applies brake pedal pressure to the
system, the master cylinder feeds hydraulic fluid to each of
the wheel cylinders.
Each cylinder then operates and moves the brake shoes
outwards towards the brake drum.
The master cylinder has an integral reservoir to store an
additional amount of fluid to support the systems
demands.

Types With Respect to Mechanism

Hydraulic Brakes

Types With Respect to Mechanism

Hydraulic Brakes

Types With Respect to Mechanism

Hydraulic Brakes
Regulations demand that a separate mechanical parking
brake (handbrake) system must be provided on at least two
road wheels.
This then enables the driver to stop the vehicle in the event
of the hydraulic system failing.

Types With Respect to Mechanism

Hydraulic Brakes Master Cylinder
Brake manufacturers offer two main types of master
cylinder
- Single-cylinder - for single-line layouts

- Dual-cylinder (tandem) - dual-line system layouts

Types With Respect to Mechanism

Hydraulic Brakes Master Cylinder
Single Cylinder type Master Cylinder

Types With Respect to Mechanism

Hydraulic Brakes Master Cylinder
When the brake pedal is depressed, the piston forces the
fluid into the line until all shoe movement has been taken
up.
Thrust on the pedal will then pressurize the system and
force each shoe against the drum.

If shoe movement is too great (i.e. if the shoes require

adjustment), the piston will reach the end of its travel
before the brake applies.
To overcome this problem, the driver should pump the
pedal: a quick return of the piston creates a depression in
the main chamber and causes fluid to flow through the
feed holes and over the main cup to recharge the cylinder.

Types With Respect to Mechanism

Hydraulic Brakes Master Cylinder
On release of the brake, the shoe return springs pump the
fluid back to the master cylinder.
Any excess fluid in the line, caused by pumping or
expansion due to heat, is returned to the reservoir via the
bypass port.

Working Animation - https://www.youtube.com/watch?v=tS21Fhyt04U

Types With Respect to Mechanism

Hydraulic Brakes Master Cylinder
Tandem (Dual) Master Cylinder
In order to avoid complete brake system failure, a tandemtype master cylinder is used.
In this type two independent brake circuits being controlled
through the use of one brake master cylinder.
So hydraulic failure in one brake line will result in the loss of
one brake circuit only.
While driver still able to apply brake through second brake
circuit.

Types With Respect to Mechanism

Hydraulic Brakes Master Cylinder
The tandem cylinder may be considered as two single
cylinders mounted end to end.
The cylinder contains two pistons, one directly connected
to the pedal and the other operated by fluid pressure.
At each of the two outlet points, a check valve is fitted.
One return spring is positioned between the pistons and a
stronger return spring, acting on the independent piston,
ensures that the pistons are forced back to their stops.

Fluid is supplied through ports similar to the solo cylinder

and the reservoir is divided into two parts to prevent a total
fluid loss when one line fails.

Types With Respect to Mechanism

Hydraulic Brakes Master Cylinder
Under normal conditions, the movement of piston 1 causes
an increase in the fluid pressure in the chamber controlled
by piston 1.
Pressure from this chamber is transmitted to the front
brake line and to piston 2, which, being free to move, will
pressurize the rear brake line to the same extent as the
front line.
Assuming a failure occurs in the front line, the movement
of piston 1 will discharge fluid at the fracture and will allow
the two pistons to contact.
Although this stage has taken up some of the pedal travel
to operate the rear brakes.

Types With Respect to Mechanism

Hydraulic Brakes Master Cylinder
Failure in the rear line causes the initial pressure to move
piston 2 to the limit of its travel.
Once this point is reached, the front brake can be operated
successfully.
An additional rubber seal fitted to piston 2 prevents fluid
from leaking from the serviceable section to the fractured
line.

Types With Respect to Mechanism

Hydraulic Brakes Master Cylinder

Types With Respect to Mechanism

Hydraulic Brakes Bleeding
To remove air from system through wheel cylinder valve is
called bleeding.

Servo Assistance
In the past, the assistance given by brake drum rotation
(self-servo) kept the pedal force low.
But when powerful disc brakes were introduced and
vehicles became faster and more powerful, some other
form of assistance was needed.
Hence to lessen the effort, a boosting force is used to
reinforce the drivers effort is called servo assistance.

Servo Assistance
Servo assistance may of several type depending upon the
application:
- Vacuum assistance - medium cars

- Hydraulic assistance - heavy cars and vehicles fitted with

ABS
- Compressed air assistance - some light trucks and
minibuses

Servo Assistance
Vacuum Assistance
Vacuum Assistance
Also called suspended vacuum assistance.
There are two main types of suspended-vacuum servo:
- Indirect-acting servo

- Direct-acting servo

Servo Assistance
Vacuum Assistance - Indirect-acting Servo
Indirect-acting Servo

This type is sometimes called a remote type because it is

mounted remote from the pedal in the hydraulic line
between the single master cylinder and the wheel
cylinders.
Generally, this type is not used today in production
vehicles, although you may see it as an after-market
fitment to earlier vehicles.

1.
2.
3.

This system consist of three major components:

Vacuum cylinder containing a spring-loaded diaphragm
Slave hydraulic cylinder
Control valve actuated by hydraulic pressure

Servo Assistance
Vacuum Assistance - Indirect-acting Servo
Under the brake off condition, the vacuum valve will be
open and equal vacuum pressure will be there on both
sides of the diaphragm.
Application of force on pedal produces a hydraulic pressure
on the brakes and also raises the valve piston in the servo.
This movement closes the vacuum control valve and opens
the air valve to allow a breakdown of the vacuum in the
outer chamber of the vacuum cylinder.

Servo Assistance
Vacuum Assistance - Indirect-acting Servo
Air pressure difference causes the booster diaphragm to
apply a thrust on the slave-cylinder piston, which boosts
the thrust given by the drivers foot on the brake pedal.
Release of the pedal drops the hydraulic pressure to allow
the valve piston to return and open the vacuum control
valve.
Air is quickly evacuated from the outer chamber of the
vacuum cylinder and a spring returns the diaphragm.

Servo Assistance
Vacuum Assistance - Indirect-acting Servo

Servo Assistance
Vacuum Assistance - Direct-acting Servo
Direct-acting Servo

It can be used with either single or tandem master

cylinders.
It gets its name from the fact that the pedal linkage is
directly connected to the servo.
When the brakes are off and the servo piston is
suspended in vacuum.

Atmospheric pressure has been removed from both servo

compartments and passed to the engine manifold through
the pipe and non-return valve in the front of the vacuum
chamber.

Servo Assistance
Vacuum Assistance - Direct-acting Servo
Movement of the brake pedal initially closes the vacuum
valve and then opens the air valve.
This allows air to flow through the filter and valve to the
rear chamber.

Atmospheric pressure is now acting on the rear chamber

and a vacuum acting on the front chamber.
The difference in air pressure between the two chambers
produces a force on the piston that boosts the effort
applied by the driver, as the atmospheric pressure is
greater than the vacuum or depression.

Servo Assistance
Vacuum Assistance - Direct-acting Servo
As the servo piston starts to move, it will exert a force on
the master cylinder push-rod through a rubber reaction
disc.
Pressure on this spongy disc will cause it to squeeze back
and close the air valve.
In this position, the drivers efforts will be supplemented by
a servo boost that is proportional to the effort applied: this
feature enables the driver to feel the load applied to the
brake and also gives a progressive operation.
Further movement of the pedal will reopen the air valve if
further assistance is required.

Servo Assistance
Vacuum Assistance - Direct-acting Servo
Release of the brake pedal causes the air valve to close and
the vacuum valve to open.
This will restore the vacuum suspension of the piston and
allow the spring to return the piston to the off position.
In the event of vacuum failure, the brakes can still be
applied without servo assistance.

Servo Assistance
Vacuum Assistance
Vacuum assistance systems can be
controlled by vacuum in induction
manifold.
Although in some of the diesel
engine vacuum pump can be also
used.

Servo Assistance
x
Hydraulic Assistance

Since the pressure difference of a vacuum arrangement is

limited, a system is needed that provides a much greater
source of energy.
This can be achieved with a hydraulic servo because this
type of system operates on a pressure of 5582 bar

The hydraulic power is produced by the engine-driven

pump.
Two layouts are used in hydraulic system:
- Continuous flow system
- Continuous flow system with accumulator

Servo Assistance
Hydraulic Assistance Continuous Flow type
This system is mounted behind the master cylinder.
The servo valve is supplied with fluid from a pump.
During brakes off position, the fluid can easily pass
between the master-cylinder piston and servo valve to a
drilling that leads it back to the reservoir.
Depression of the pedal initially closes the conical servo
valve and causes the pump to build up a pressure in the
region A, which will tend to force the piston and valve
apart.

Servo Assistance
Hydraulic Assistance Continuous Flow type

Servo Assistance
Hydraulic Assistance Continuous Flow type
The piston has a larger area than the valve, and so the
thrust exerted on the piston will be greater than that acting
on the valve and brake pedal.
As soon as a given pressure, which will depend on the force
applied to the pedal, has built up, the servo valve will
partially open to maintain the pressure and give assistance.
If the pedal force is exceptionally high, a pressure relief
valve will open and allow fluid to escape to the reservoir.

Release of the pedal returns and opens the servo valve,

releases the brakes and restores uninterrupted flow of fluid
from the pump to the reservoir.

Servo Assistance
Hydraulic Assistance Continuous Flow with Accumulator

The assistance given by the continuous-flow system

depends on the pump speed, so a hard pedal is felt when
the pump is stationary or rotating slowly.
To overcome this disadvantage, a hydraulic accumulator is
normally used.
The accumulator contains a spring-loaded piston, which is
acted upon by the fluid: higher the fluid pressure, the more
the spring is compressed.
A cut-out valve maintains the accumulator pressure in the
range 5582 bar.
A charging valve, activated by fluid pressure from the
output or brake line side of the master cylinder, releases
fluid from the accumulator to act on the servo valve.

Servo Assistance
Hydraulic Assistance Continuous Flow with Accumulator

Servo Assistance
Compressed Air Assistance
On light trucks and minibuses, an alternative to a hydraulic
servo is used which is a compressed-air servo.
This is generally called an air/hydraulic (air over hydraulic)
or Airpac system because compressed air is used to boost
the force applied by the driver to a hydraulically operated
brake.
Air pressure, generated by an engine-driven compressor, is
stored in a reservoir adjacent to the servo chamber.
This houses a piston that operates another piston that
controls the main hydraulic brake line.
When the brake is applied, a valve directs compressed air
into the servo cylinder to boost the pedal effort.

Servo Assistance
Compressed Air Assistance

Antilock Braking System (ABS)

The ABS is designed to ensure that the driver is able to
maintain control of the vehicle during heavy or emergency
braking situations.
The ABS will provide shorter braking distances due to the
lack of wheel lock, which allows the tyres to maintain
greater friction with the road surface.
Pressure on brake pedal should be as per road conditions.

Antilock Braking System (ABS)

Generally driver applies either too much or too little
pressure on the pedal. The effects of these actions:
1. Pedal pressure is too high one or more of the wheels
skid over the surface with the result that:
- a stopping distance is increased because the adhesion
between a skidding wheel and the road is less than that
given by a wheel that is held due to locking
- directional control is lost. So in the case of a rear-wheel
skid, the vehicle turns from front to rear.
2. Pedal pressure is too low stopping distance is increased,
which can result in impact with an obstacle.

Antilock Braking System (ABS)

When the vehicle has to brake quickly, the road wheels will
slow down quicker than the vehicle, at this point wheel
slippage will occur.
This wheel slippage can be calculated using a simple
formula:

Slip Ratio = (Vehicle speed Wheel speed)/Vehicle Speed

Vehicle stability and control is maintained by limiting the
amount of wheel slip while the vehicle is braking (slip ratio
should be low).

The ABS provides the driver with additional stability during

heavy braking by generally achieving a slip ratio of about
1030 per cent.

Antilock Braking System (ABS)

Operation

When the pedal is pressed (1), the shuttle valve (2) is

moved by hydraulic pressure and opens line A.
As the shuttle valve moves, it also triggers valve switch (3),
which informs the ECU that the pedal has been pressed.
So by these means pressure fed down to brakes.
During normal braking, the inlet valves (4) are in the open
position and the outlet valves (5) are in the closed position.

This allows the front and rear brakes to be applied in the

normal way.

Antilock Braking System (ABS)

If the ECU detects via a wheel sensor that a wheel is about
to lock, the system will go into ABS mode.
The inlet valve of that wheel will be closed and the outlet
will remain closed this is called pressure maintenance.
If, however, the wheel is still locking, then the outlet valve
will be opened and the pump (7) will be activated drawing
fluid pressure away from the calliper or drum this is called
pressure decrease.
When the ABS ECU then recognizes that all wheels are
rotating at the same speed, the process will start again with
full brake pressure being applied through the open inlet
valves (4) to the brake callipers or wheel cylinders
pressure increase.

Antilock Braking System (ABS)

This process can happen many times a second until the
vehicle has come to a halt or the brakes are released and
normal driving is resumed.
Due to this operation driver feel pulses on brake pedal.

To recap on the operation, the three phases of ABS

operation are:
A. Pressure maintain phase
B. Pressure decrease phase
C. Pressure increase phase